Moveable Cross-Dock Freight Redistribution

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Solution Overview

Problem

The inefficiencies in freight redistribution due to weight restrictions on surface-road and rail transportation, particularly with intermodal containers, lead to underutilization of capacity and increased costs, as well as challenges in handling perishable goods, where specialized facilities are limited and expensive.

Innovation Solution

A moveable cross-dock system with multiple openings and wheels, allowing for the redistribution of freight between containers via surface roads, enabling efficient transfer of freight between intermodal shipping containers and surface-road transports while maintaining temperature control for perishables, thus optimizing weight distribution and reducing infrastructure costs.

Engineering Contradictions & Design Principles

VSEngineering Contradiction Analysis

1Use of energy by moving object

If intermodal containers are transported via rail at maximum capacity, then fuel efficiency is improved, but weight restrictions on surface-road transport prevent full utilization of container capacity

Engineering Contradiction:

Improvefuel efficiencyVSAvoidcontainer capacity utilization

Core Design Contradiction:

Use of energy by moving objectVSQuantity of substance

Solution Approach 1:

The system segments the transport journey into distinct rail and road portions, allowing containers to be filled to maximum rail capacity (58,000-60,000 pounds) for the long-haul rail portion, then redistributed at intermediate terminals to comply with surface-road weight restrictions (44,000 pounds or less). This segmentation resolves the contradiction by optimizing fuel efficiency on rail while adhering to road weight limits.

Inventive Principle:

Principle #1Segmentation

Solution Approach 2:

The patent introduces intermediate intermodal terminals as intermediary points between origin and destination. These terminals serve as redistribution hubs where freight is transferred between containers, enabling full rail capacity utilization followed by road-compliant redistribution. The intermediary terminals resolve the contradiction between rail efficiency and road restrictions.

Inventive Principle:

Principle #24Intermediary (Mediator)

2Ease of operation

If freight is redistributed at traditional rail terminals, then freight transfer is enabled, but the lack of specialized facilities increases costs and limits perishable goods handling

Engineering Contradiction:

Improvefreight transfer capabilityVSAvoidfacility cost and availability

Core Design Contradiction:

Ease of operationVSEase of manufacture

Solution Approach 1:

The moveable cross-dock is designed as a multi-functional unit that can be deployed at various locations to provide redistribution capabilities. It serves both as a transfer point for general freight and as a specialized facility for perishable goods with temperature control. This universal design eliminates the need for expensive, location-specific terminal infrastructure while maintaining full redistribution functionality.

Inventive Principle:

Principle #6Universality (Multi-functionality)

Solution Approach 2:

The system uses moveable, deployable cross-docks rather than fixed terminal infrastructure. These dynamic facilities can be positioned at optimal locations along the supply chain, providing redistribution services without requiring permanent, expensive terminal constructions. The dynamic nature allows flexible deployment for different freight types including temperature-controlled perishable goods handling.

Inventive Principle:

Principle #15Dynamics

3Adaptability or versatility

If intermodal containers are used for multi-modal transport, then shipping flexibility is improved, but weight restrictions cause underutilization of container capacity

Engineering Contradiction:

Improveshipping flexibilityVSAvoidcontainer capacity

Core Design Contradiction:

Adaptability or versatilityVSQuantity of substance

Solution Approach 1:

The journey is segmented into rail and road portions with redistribution points in between. Containers are optimized for rail capacity (58,000-60,000 pounds) during rail transport, then freight is redistributed to comply with road weight restrictions (44,000 pounds or less). This segmentation maintains intermodal flexibility while maximizing overall capacity utilization.

Inventive Principle:

Principle #1Segmentation

Solution Approach 2:

The system maintains continuous utilization of container capacity by ensuring containers are filled to maximum rail capacity, then efficiently redistributing freight at intermediate points. Rather than leaving capacity empty to accommodate road restrictions from the outset, the system continuously optimizes loading based on the current transport mode, maintaining full usefulness of container capacity throughout the journey.

Inventive Principle:

Principle #20Continuity of useful action

Data Source

PatentUS11161703B2System, apparatus, and method for freight redistribution

Publication Date: 2021.11.02 GARNER GREEN CO2 INC

AI summary

Systems and methods of distributing freight between freight containers are provided. In one aspect, the method includes receiving loading/unloading openings of three freight containers at three openings in a moveable cross-dock having a plurality of surface road wheels, a body defining an interior storage area, and at least three openings in the body through which freight may be moved into and out of the interior storage area. Freight is redistributed between the first freight container, the second freight container, and the third freight container via the at least three openings in the body of the moveable cross-dock.